Steve Dawson

Good point, I hadn't considered the ram air factor. 99% of the time I do catch or control the MP still there must be a way to limit the MP. I understand the large differences between a 252 system or for that matter most other wastegate/ turbos so I was hoping that an adjustment or different style of waste gate/ upper deck controller might have been designed for our Merlyn systems. One positive mention of the issue is that the turbo system is working very well

I'll set the MP to 37" while rolling and taking off then watch it stay there however it will creep to over 42" while climbing and cleaning up the plane unless you're constantly watchful. I'd like to be able to be able to adjust either the wastegate or the pop off valve similar to a normal system to stop any over boosting. Unfortunately it looks like it's not possible with this system.

Just curious on the setup for a 231 (TSIO 360 LB) with an intercooler and a Merlyn wastegate. I take off trying to hold the MP to a maximum of 37 inches / 2700 RPM then pull it back to 2600RPM, however the MP has crept easily to over 42 " where I quickly pull it back to 37". First question: Is this the proper way to run this engine per MP and RPM and what should the fuel pressure be at 37"? Second question: Is there a way to control MP other than the throttle? Steve

Looking for three good condition or rebuilt complete cylinder assemblies for a Continental TSIO360 G, Mooney M20K 231. PN 658822A1 Thanks Steve 519 589 7034 sdawson630@gmail.com

You're not going to use a PT6A for a Mooney but probably the same Alison 250 as in a Silver Eagle so the weight would be less for the engine, but you'd have to do some frame work for the W&B as well as getting the aircraft higher off the ground to increase a larger prop and they weigh about 250 #'s. It would be fun to try but I think I'd rather buy an Acclaim Ultra with a TN 550 and save fuel and frustration. Now if they could pressurize a Mooney,

I've used Bill Davidson for 15 years and he's been great to work with. His prices are fair for complete coverage. if your interested get ahold of him or hIs son Laine. They're in Oshawa so close to you. Davidson J S Insurance Brokers Ltd 1 905 683 8986

I believe they priced out the complete Dynon package including EIS, Autopilot, 10" screen ect so the price would be higher than just the AP addition

I just looked at their site and they haven't yet given a total for the J/K however for a Beech V35 the total parts are $30K plus installation. How does this compare against a Garmin G3X with autopilot?

Just a suggestion, try looking for a used tank that's newer then your existing and has a manufacturing date younger than yours. Depending on the date stamped on the tank you may have time left even before its next hydro-test Possibly eBay, or salvage yards may have one. As for the regulator don't send it to the rebuilder in Quebec. Parts are scarce and a rebuild will be north of $5K CND.

After just one year and approximately 70 hours the coupling from my 231 just stopped working again. I don't want to get another rebuilt one from Spruce and have this happen again. Does anyone know where is the best source to get a new one quickly and how to check for quality?

I just posted about these on another thread on MS. I believe I bought mine a year ago on eBay or through Amazon. The tabs on the side are easily removed with some snips and then file off the leftover tang. These will work until the replacements are available.

Check on Amazon. It's been awhile since I bought mine but I believe they were under $35 including shipping. I didn't re-mark the face in any way since I'm still waiting for a production run of them. I know the fuel capacity of the tanks so at the 1/2 mark it would be 19 gallons, 1/4 would be approximately 9. You could probably have waterproof round stickers engraved with the appropriate fuel levels and encompass it around the gauge until the Mooney ones are available.

Again, DG is the Alex Jones of aviation. He needs to make money to pay for his lawyers.

Gryder does have a nasty personality and he reminds me of the aviation version of Alex jones but more important how are the other passengers and the tree? Where did Gryder get the money to fly this beautiful plane since he's been ordered to pay $1.1M?

Just my thoughts: Something not mentioned is your resale value when you want to change aircraft or move out of aviation. For naturally aspirated aircraft a J may cost more but will hold its value much better than the earlier models, plus you have all the improvements (speed and efficiency) of that model. An Ovation is nicer and holds their value but the purchase cost and maintenance are higher than it's older cousins. Great aircraft and holds its resale value too.

I bought my 231 last year with the Turbo Intercooler already installed and I have the Merlyn waste gate also. Even though my engine baffles aren't nearly as in as nice a shape as Jeff's I get fairly close CHT values (within 20 deg) as he does at all altitudes I've flown. The limiting factor has been ambient outside temperature although I'm running below 75% power. I normally run 65% and anything above 75% I have to keep an eye on the cylinders because they will start to rise to 380F. Then opening the cowl flaps will have to be opened. When climbing to altitude I have the MP at 35-36 inches which shows 16-18 GPH fuel flow at 700 fpm and roughly 120-125 KIAS. I could push it raising the MP higher but I'm afraid of hurting the engine because of not knowing what then actual MP pressure is with the intercooler increasing the density of the air charge into the engine. Perhaps with better condition or newer baffles I could get lower EGT's. I also notice that at standard temperatures + 10 I keep my oil temperatures around 180 or lower.

If you have a pulse oximeter try breathing in through your nose and exhaling through your mouth however purse your lips to restrict exhaling. This should help a little with O2 intake. This increases pressure on the membrane in your lungs to push O2 into your bloodstream. It works well if you're on a cannula. (Doctors feel free to correct) I've noticed as much as 6% O2 intake

Climbed to 14K once to get over some mountains in my J model. I used a portable oxygen system and a pulse oximeter to watch my O2 levels. WOT, 2500 RPM and lean to best power since you'll below 65% power and won't be in danger of hurting the engine.

These are similar ones I bought and installed to replace the non-working one. I had to cut off and file down the two plastic tags on the side. I haven't had any issues with it in the last 9 months I installed it. I did buy it off of Amazon though.

If you lived closer I would have bought both by now. I sold my sidewinder with my J. They're much better than anything else on the market and are worth ~$2100 new.

Thanks Lance Just checked and it's DOT 3HT and past the 24 years.

Hi Craig, Sorry for the delay, just checked the site now. It's steel and I'll take a look at the manufacturing date to be sure however I believe it's 2007 or 08. I believe that there isn't a time limit on steel cylinders and they have to be hydro tested every 5 years to be legal. The test with certification was done last month. Steve

I have a 77 CF Oxygen tank, recently certified (hydrostatically) available. (pictures available soon) $500.00 US Steve Dawson 519 589 7034 sdawson630@gmail.com

I have Oxygen regulator from a M20K 231 available with the altitude compensator. Good for rebuilding, parts or core value. PN 801896-00 and 801765-00. Asking $500.00 plus shipping. Steve 519 589 7034 sdawsonn630@gmail.com

I'd consider getting your IFR rating first and gather some good experience before taking kids and wife on a long distance trip. Talking from my bad experience, when other people are involved "get-there-itis" can throw out common sense and rationalization.